Tech Center

The MCPV-1 which combines the master cylinder, double adjustable proportioning valve, removable metering valve and stop light control all in one compact light weight unit, available for Disc/Drum or Disc/Disc applications. The MCPV-1 solves many problems associated with trying to do the
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Finally a disc brake system that is a true bolt-on. This kits includes everything shown in the photo, plus a set of our conversion brake OM brake lines. Kit shown with a 9" single diaphragm booster but you can choose any size single diaphragm booster, shown on pages 223-225. Stock spindle kit shown; drop spindle kit varies a little. Includes drop spindles instead of caliper brackets.Note: Drop spindles lower the center of gravity while maintaining the full suspension travel. This will drastically improve the ride, braking, steering and handling.

Learn how to properly install a torque converter from the drivetrain experts at TCI®. From initial inspection to checking depth clearance, this video covers all the steps in detail, providing a variety of tips and tricks along the way.

To many racers and enthusiasts, the concept of valve lash is regarded as a dark art. It seems like some mystery craft that is best left to engine builders and mechanics. Yet, proper valve lash can actually be set by anyone. Not only is it vital to the health of your engine, proper valve lash may also give you an advantage on the track.

Valve lash itself is the mechanical clearance in the valve train from the valve tip to the rocker arm in an engine setup that uses solid/mechanical lifters. Excessive lash will cause a great deal of noise in the engine and wear in the valve train, while lashing too tightly may hang open a valve, thereby not allowing the cylinder to run. Instead of making compression, air will blow through the valve. Thus, proper valve lash is critically important.

To set lash, COMP Cams® uses the method known as Exhaust Opening, Intake Closing (EOIC). This is just one method, although there are plenty of others. This process works on any pushrod engine.
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Steve Karch is a true gearhead in every sense of the word. Every winter he finds a new project for his cars, a 1965 Beaumont and a 1979 Camaro. It was only a matter of time before he decided to tackle a carb to EFI conversion. Two winters ago Karch began looking for a fuel injection system that would provide all the modern conveniences of EFI without requiring a whole summer of learning how to be a professional “tuner.”

Karch explains, “With a carb, you’re constantly changing jets and tinkering. Then there’s the option of a multiport EFI system. But I just don’t have the time and comfort level with what’s involved in setting up a racing-type fuel injection system. So when I came across the FAST™ EZ-EFI®, I read up on it, saw some videos and thought I’d give it a crack. It just seemed like the best of both worlds for a carb guy like myself.
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When you think about upgrading to disc brakes on a Chevy Muscle Car you probably think that it’s a difficult job that should be left up to a professional shop. In the past that would of been the case. Most upgrades required changing spindles, ball joints, custom machine work and a host of modifications that move your wheels out, negatively affecting the steering geometry, causing your new tires to rub your freshly painted fenders. But things have changed. Today, companies like Classic Performance Inc. manufacture kits that are considered easy “bolt-on” kits. An excellent example of this is CPP’s Super Street Kit, a high performance disc brake system designed for all the popular early Chevy midsize cars. Let’s take a look inside the box of a Super Street Kit and read the instructions. I think you will see these kits are very simple to install and require just basic hand tools, something any gearhead can handle.

Knowing the right way to wire a car audio system is essential for delivering a quality system to your customer. This article will discuss proper phasing of the speakers to achieve the maximum bass response out of your speakers, as well as proper power and ground procedures to allow your vehicle to achieve the maximum voltage output to your amplifier.

Let’s start with the battery and the proper connections required to get the best performance out of a car stereo. If you look at the charging lead for the battery you’ll notice that it’s a smaller gauge wire than you’re using for the amplifier. It’s a good idea to upgrade it to a four-gauge power lead from the alternator to the battery so as not to restrict the potential power from the alternator.
It’s also recommended that you look at the negative lead from the battery and, if a four-gauge ground lead to the chassis isn’t present, create a four-gauge ground for it as well.
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The distributor gear is one of the smallest components in the engine, but also one of the most important. Spark timing is driven off of the distributor gear, and in most cases the oil pump is driven by it as well. The distributor gear is located at the bottom of the distributor shaft and engages with a gear on the camshaft. Selection of the proper distributor gear for your cam application is crucial to optimum engine performance and longevity.

The four most common types of distributor gears are composite, bronze, cast iron and hardened steel. Composite distributor gears are manufactured from a super-strong polymer that both increases durability and is the lightest in weight. COMP Cams® Composite Distributor Gears are tested and available in several shaft diameters for popular street and race applications. Meanwhile, bronze distributor gears are made from extruded aluminum
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There's something disconcerting about pulling the trigger on a 600-plus-hp big-block, then stomping the stop pedal and getting no reaction. Our '68 Chevelle is the car in question, and with a curb weight approaching 3,700 pounds, there really isn't any excuse for having stock brakes. For the longest time we retained the stock brakes so we could use the 15-inch pizza-cutters up front. This helped us with our quarter-mile e.t., but was a thorn in the side around town.

We finally said, "enough is enough!" The crappy stock brakes have to go, the dragstrip be damned. Since Classic Performance Products (CPP) supplied most of our suspension components, we gave them a call. It turns out they had exactly the budget-oriented front disc brake system we envisioned. CPP makes a very affordable ($799) system for '64-72 Chevelles that consists of 13-inch vented, cross-drilled, slotted, and zinc-washed rotors. These are paired with dual 52mm PBR pin-guided calipers. These are the same calipers that equip all '99-06 GM trucks and SUVs with six-lug wheels. That type of OE vehicle typically weighs up to 9,000 pounds, and has a towing capacity of 8,000 pounds, so you know those calipers are rated for severe duty.
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